2 Department of Electrical Engineering and Information Technology Distributed Multimodal Information Processing Group Prof. Dr. Matthias Kranz Declaration I declare under penalty of perjury that I wrote this Master Thesis entitled Development of an Android Driver Assistance System Based on V2X-Messages and Central Traffic Services Entwicklung eines Fahrerassistenzsystems für Android basierend auf V2X-Nachrichten und Zentralen Verkehrsdiensten by myself and that I used no other than the specified sources and tools. Munich, March 16, 2012 Peter Christian Abeling Peter Christian Abeling Zaubzerstraße Munich ii

3 Abstract Previous and current research on Vehicle-to-X (V2X) communication often focuses on system aspects, such as radio communications, networking/routing or information generation. This thesis tries to close the gap between technology prerequisites on the one hand and the requirements of potential users on the other hand. It aims at discussing design and implementation issues concerning selection and presentation of traffic information, as well as creating a consistent user interface and specifying a desired functionality from a potential user s point of view. By adopting a user-centred perspective, the focus is shifted to analysis of user acceptance, usability and the potential of V2X-based driver assistance. As integrating mobile phones into vehicles is an ongoing development, a driver assistance system prototype was designed, implemented and evaluated which is based on Android. The Android platform is an affordable and highly available alternative compared to an integrated solution. The system visualises traffic information from V2X communications and other traffic information sources such as Central Traffic Services (CTSs). Regarding the goal of the thesis, functional and usability-oriented requirements have been defined in order to guarantee a seamless integration into the in-vehicle context. Relying on a certain traffic model, different algorithms for managing and presenting warnings to the user have been developed for the current implementation. The modular software structure of the application allows developers to further expand the system s functions in the future. Performance analysis results of the application showed that decoding incoming messages and rendering the integrated map view are particularly time consuming tasks. The warning management algorithms have been proven to be robust and efficient for the tested traffic scenarios. In order to get an impression of how potential users would interact with the system, a laboratory user study has been designed, executed and evaluated. The results show that the implemented driver assistance system convinced potential users of the increased traffic safety by demonstrating the potential of V2X communications. CTSs provide useful information which increase information density and availability if used in combination with V2X-based information sources. The benefit of the application can be further improved by integrating a navigation function in the system. Deploying mobile devices for the implementation of V2X communication services proved to be a considerable alternative given that all driver assistance tasks, such as navigation, traffic information and entertainment, are subsumed in one single system. iii

8 Chapter 1. Introduction A central goal of V2X communications is to warn drivers about situations in which traffic participant s safety is endangered. While the V2X communication network is responsible for generating and distributing data, the information needs to be received, decoded and analysed in each separate vehicle in order to present it to the user. An efficient visualisation of traffic information is crucial for successfully exploiting the benefits of V2X communications. Only if useful information is extracted and presented in an appropriate way considering the in-car context, users can be convinced of the advantages of V2X communication. Persuasion of users is in turn essential for a successful market introduction of the technology. Since the availability of powerful mobile devices, such as smartphones and tablet Personal Computers (PCs), has increased 1, personal user devices are a considerable alternative to vehicle integrated systems. These devices are equipped with all means of communication, such as Wireless Local Area Network (WLAN), Bluetooth etc. which can be used for information transfer. In practice they can be personalised by the user and updated with low effort. Due to their availability on the mass market, the costs for the consumer are notably smaller than for a vehicle integrated system. In the framework of this thesis, a driver assistance system prototype has been developed for the Android platform in form of an Application (App). The goal was to design and implement concepts for efficient visualisation of traffic information from V2X communication in order to identify user requirements for the system. The visual information system is used to verify concepts for V2X communication from the user s point of view. It is analysed which traffic information is useful or essential to be displayed in specific situations. Moreover, the Human Machine Interface (HMI) design is evaluated. The prototype can thus be used to increase the user acceptance for V2X communication because its benefit is visible in real scenarios. Additionally, the system can be modified for further research in this field. Researchers and manufacturers can use it to demonstrate the potential of V2X communications. 1 Worldwide Mobile Communications Device Open OS Sales to End Users, Gartner Inc., com/it/page.jsp?id= , last visited 3 March

9 Chapter 1. Introduction 2 Furthermore, other sources of traffic information have been included. Central Traffic Services (CTSs) collect data for a region and can be accessed via the Internet. Enriching V2X information with data from other sources is analysed as a solution to increase information density, especially when the V2X technology is not fully available. The following goals have been defined for the prototype implementation: The Android application should be able to receive V2X messages and to decode and analyse them subsequently. Background services should be used to guarantee full warning support for situations in which the device is used for other tasks (e.g. the co-driver is surfing the web). A User Interface (UI) should be implemented which allows manipulating the system and its features. Two different methods of presenting the traffic information to the user are desired to be integrated. It should be possible to request and display traffic information from other sources, i.e. CTSs should be included. A database for storing incoming messages should further enhance the functionality of the system. The focus has been set on user friendliness, intuitive handling and warning comprehension. The system was tested by simulating multiple traffic scenarios during development and in a final laboratory user test Related Work The idea of using smartphones or tablet PCs in vehicles for analysing driving related scenarios is being researched extensively. The obtained data can, for example, be used to build up databases containing position-based information about road conditions. Mednis et al. propose a system to detect potholes using the mobile device accelerometer [1]. Analysing real world data, the authors achieved a true positive rate as high as 90 % which illustrates the potential of mobile device sensing. Another approach presented by Zaldivar et al. used an Android App running on a mobile device to monitor the vehicle s state by using the On Board Diagnostics II (OBD-II) interface [2]. Accidents are detected by analysing the G-force experienced by the passengers and the airbag triggers of the car. Internal vehicle data, together with data generated by the mobile device, is used simultaneously to achieve better accident detection rates. The information from both

10 Chapter 1. Introduction 3 approaches could also be used to automatically generate V2X messages which alert a hazardous location (e.g. a pothole) or an accident. For applications which analyse the driving related scenario in order to assist the driver, access to in-car context information is highly important [3]. As the data cannot be read directly from the vehicle s Controller Area Network (CAN) matrix, which is due to restrictions by the manufacturers, other approaches have been developed to access context information. Kranz et al. presented a concept for an interface which allows accessing vehicle data without the need to acquire the CAN matrix [4]. In their approach, sensor information is obtained from three different sources which are the standardised vehicle diagnostic interface OBD-II, a general purpose data interface reading and converting analogue signal wires, and a visual data recognition interface based on the diagnostic screen of the vehicle. In a next step, the collected data can be aggregated and interpreted to derive high-level context information. These high-level information could again be used to automatically generate V2X messages, as described in the previous paragraph. Integrating mobile devices into the vehicle is another field of research relevant for this thesis. Diewald et al. showed how mobile devices can be integrated in the automotive domain in order to contribute to a Natural User Interface (NUI) experience [5]. A natural interaction with mobile devices in a vehicle is essential for a seamless integration and increases user acceptance and safety of usage. Using mobile devices in a vehicle requires modalities that allow the user to concurrently focus on the driving task. The authors claim that mobile devices represent a useful alternative for an In-Vehicle Infotainment System (IVI) because users are already familiar with manipulating their device regularly. A similar work to this thesis was published by Grimm [6]. The author developed a platform to host several applications using V2X communication. A smartphone was used to develop new services without changes to the vehicle architecture. For receiving V2X messages, the Dedicated Short Range Communication (DRSC) gateway was used. His work demonstrates that the smartphonecentred approach is viable. Compared to this thesis, the user interface played a minor role in his work Thesis Structure In Chapter 2, the basic principles of V2X communication are presented and motivated. Some use cases which are supported by the application are defined. At the end of this chapter, the designated hardware setup is explained, including details about how the system is used in real vehicles. Chapter 3 briefly summarises the techniques used for providing CTSs and presents some common information sources.

11 Chapter 1. Introduction 4 A brief introduction to the Android platform is given in Chapter 4. The chapter covers the system architecture of an Android application, its framework and lifecycle. Finally, the programming tools used for this thesis are introduced. The implementation of the driver assistance system is explained in Chapter 5. First, the requirements concerning usability and functionality of the App are defined. Second, all components which compose the App are explained. Third, their concepts and implementation particularities are commented and the modularity of the system is explained. In Chapter 6, the simulation of traffic scenarios is presented. The simulations were used to test the application. The simulation tool v2xmessagetester is demonstrated, and some performance related topics are covered. A laboratory user test was designed, executed and evaluated to test the application with the help of test users. All topics related to this test are explained in Chapter 7. Test results are interpreted and discussed at the end. Chapter 8 encompasses a conclusion of test results and provides an outlook on possible future developments in this field of research.

12 Chapter 2. Vehicle-To-X Communication Vehicle-to-X (V2X) communication offers a high potential for improving traffic safety in the future. As modern cars are highly integrated systems equipped with several sensors, processing units and communication buses, it proves convenient to use information already present in the car in order to improve traffic safety and driver situation awareness. Exchanging information with other cars and V2X infrastructure grants in-car applications access to information of surrounding vehicles and decentralized information sources. All information for the proposed driver information system essentially derive from communication between vehicles and between vehicles and infrastructure networks. The first variant is referred to as Vehicle-to-Vehicle (V2V), the other as Vehicle-to-Infrastructure (V2I). For abbreviation, the term V2X is commonly used. Lübke [7] defines four different global operational areas for V2X communications: Vehicle-to-Vehicle Personal Communication: Telephony, short messages, chat, etc. Vehicle-to-Vehicle Traffic Safety Communication: Brake warnings, emergency calls, traffic congestion warnings, convoy driving organisation, etc. Vehicle-to-Infrastructure Personal Communication: Data downloads, location-based services, car-park payment management, etc. Vehicle-to-Infrastructure Traffic Safety Communication: Communication with traffic lights, construction sites or road signs, traffic information downloads, weather information downloads, vehicle diagnosis, etc. This thesis focuses on traffic safety communication because the presented driver assistance system aims at informing the driver about road safety issues. Personal communication is not within the scope of the thesis. In the beginning of this chapter, some basic principles and challenges of V2X communication are explained. The second part explores the potential of general use cases. Afterwards, the Day-1 Use Cases defined for this thesis and supported by the corresponding Android application are 5

13 Chapter 2. Vehicle-To-X Communication 6 illustrated. In the last part, the hardware setup of the application within the car is shown. It is explained how the information is retrieved technically and how the Android device is used in the car Basic Principles V2X communication is a complex technology with different challenges to overcome (see Section 2.1.2). In order to create universal standards for the research world and industry projects, some car manufactures, supplier companies and research institutions established the Car-to-Car- Communication Consortium (C2CCC) 1 in The consortium published a manifesto in 2007 which describes the main building blocks of a V2X communication system [8]. This document was used as a reference for this section. Other sources are referenced where they occur. As the standardisation progress has started some years ago, several specifications are already released by the European Telecommunications Standards Institute (ETSI). These standards play an important role in this thesis and in the V2X development process in general because they provide guidelines for research activities. Therefore they are reviewed in Section separately Domains of a V2X Communication System In their manifesto the C2CCC declares three different domains of a V2X communication system: The in-vehicle domain, the ad-hoc domain, and the infrastructure domain. Figure 2.1 shows the draft architecture of a V2X communication system [8]. The In-Vehicle Domain The in-vehicle domain is represented by an On-Board Unit (OBU) and one or more Application Units (AUs). The OBU covers the in- and outgoing communication of the vehicle, whereas the AU runs an application using V2X data. The AU can be an integrated part of the vehicle or a portable device like a laptop or a smartphone. Both units can also reside in a single physical unit. The communication between both units can be wireless (IEEE a/b/g/n, Bluetooth) or wired. The presented driver assistance system can be seen as a part of the in-vehicle domain. More precisely, an AU has been implemented by using an Android device and a dedicated driver assistance application running on it while the information is based on V2X communication. More details are given in Section Car-to-Car Communication Consortium, last visited 27 February 2012.

14 Chapter 2. Vehicle-To-X Communication 7 Figure 2.1.: V2X system architecture showing the infrastructure domain, the in-vehicle domain, and the ad-hoc domain[8]. The Ad-hoc Domain or Vehicular Ad-hoc Networks The ad-hoc domain (or the Vehicular Ad-hoc Network (VANET)) consists of vehicles equipped with OBUs and Roadside Units (RSUs) which are placed along the streets. The OBU implements a wireless short range communication device. Without the need of a central coordination instance, OBUs form ad-hoc networks and communicate directly following dedicated protocols. If no direct connectivity exists between the sender and receiver OBU, special routing protocols allow multi-hop communications. This allows forwarding data packets from one OBU to another, until they reach their destinations. An example for such a V2V communication protocol is presented by Yang et al. [9]. Due to coverage difficulties, RSUs are needed to extend the range of ad-hoc networks and to enrich the network with additional data coming from other sources, such as the Internet or central traffic information entities. The RSUs are placed alongside the road and can be seen as static nodes of the ad-hoc network. As they are connected to an access network, RSUs enable OBUs to communicate with the non-mobile world. As shown in Figure 2.1, an OBU can also communicate with a public or private Hot Spot (HS) to access Internet nodes or servers. These servers can be operated at home or by Internet service providers. Organising VANETs poses a big challenge in the field of V2X communication. These challenges are further discussed in Section

15 Chapter 2. Vehicle-To-X Communication 8 The Infrastructure Domain The infrastructure domain composes the structural network behind the RSUs and HSs which are part of the infrastructure themselves. In case that an OBU cannot access an RSU to connect to the Internet, other wireless technologies are available (e.g. Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), Universal Mobile Telecommunications System (UMTS), High Speed Downlink Packet Access (HSDPA), Worldwide Interoperability for Microwave Access (WiMAX) and 4th Generation Mobile Telecommunications (4G)). The infrastructure domain is also responsible for security and certification tasks. A Public Key Infrastructure (PKI) certification system is connected to distribute certificates used in wireless ad-hoc networks to ensure a specified level of security Challenges of V2X Communication When reviewing different research papers in the field of V2X communication, it becomes obvious that several technical and non-technical challenges have to be resolved to successfully integrate the technology into the market and to create and increase user acceptance. This thesis contributes to the development, as the driver assistance system prototype was developed with a focus on the user interface and hence the user experience. To summarize the challenges, Lübke [7] gives an adequate overview. They can be classified into three different groups. Creation of a Robust Radio Infrastructure and Network Generally, it is a technical challenge to use one single radio system for all operational areas of V2X communication (see introduction of Chapter 2). All services have different requirements due to performance, availability and privacy, hence an efficient network protocol with priority mechanisms is required. Furthermore, a high reliability and quality of service has to be achieved in order to assure the correct functionality of safety critical applications. One of the most critical aspects is the need for an efficient scalable protocol. The number of users in dynamic VANETs changes constantly and quickly due to traffic volume and context. The distributed nature of vehicle-to-vehicle networks also requires multi-hop communication because the visibility of every network node cannot be guaranteed for all the time. This increases the protocol and routing complexity. In real-world situations, a high number of messages will be generated which creates a high network load. A reasonable trade-off between the latency of (time critical) messages and the number of participating users (i.e. the communication range) for one transmission has to be found. Yang et al. [9] propose a protocol to overcome these difficulties

16 Chapter 2. Vehicle-To-X Communication 9 while exploiting congestion control policies. Their performance evaluations show promising results for future research. Up to now, no radio standard could be agreed on for V2X communication. All the same, the Wireless Local Area Network (WLAN) Quality of Service (QoS) standard IEEE e can be one solution to solve the required issues [10]. Eventually, addressing network nodes (users) is a further challenge to cope with. In a constantly changing network topology routing tables run out of date quickly. At the same time, a message may not only be designed for one user, but for several users in a specific geographic area (e.g the message that a traffic congestion is ahead). This constraint leads to another routing mechanism called Geo-Routing. The idea of Geo-Routing is a position-based multi-hop forwarding of emitted messages. A message is forwarded in the geographical direction of its destination. A feasibility study and implementation of a Geo-Routing protocol was done in the framework of the FleetNet project [11]. Security Verification of Received Messages and Privacy of Drivers Nowadays, security and privacy are key requirements in nearly all smart objects and environments [12]. The same holds for V2X communication. Warning messages must reach the user with short delay, as every millisecond can make the difference between an accident or a safe stop (e.g. when the car in front is braking sharply). Therefore, the introduction of trust and trustworthy services will be crucial for the successful introduction of V2X communication. Again, a trade-off between message delay and time-consuming security mechanisms, such as cryptographic calculations, has to be found. As users show more and more concern about location-tracking issues [13], privacy concerns might arise with respect to location dependent services in V2X communications. Privacy of users must be guaranteed, as well as data security and reliability. Market Introduction and Preparation of Interesting Services Only if V2X communication provides a clear and measurable improvement of driver security and offers a wide range of new services, it can be successfully integrated into the modern car market. Early buyers cannot use the system s full capabilities, as approximately 10% technology penetration is needed to significantly improve driver security [14]. This increases the importance of a RSU network which can offer a wide range of services that can be used without a high number of OBUs.

17 Chapter 2. Vehicle-To-X Communication Specifications As research in the domain of V2X communication has started some years ago, the standardisation progress closely follows new developments. Different aspects of V2X communication need standards in order to provide a reliable and common basis for companies and researchers, including radio specifications, network/protocol specifications, message formats, application sets, etc. Decisive for this thesis are a set of Technical Specifications (TS) released by the ETSI in recent years. Most important is the definition of the Basic Set of Applications for Intelligent Transportation Systems (ITS). Part one specifies the Functional Requirements of a V2X communication system [15]. Besides, a set of use cases is defined (see Section 2.2). In part two, the Cooperative Awareness Basic Service is specified in detail [16]. This part includes services based on awareness of other vehicles around the user vehicle. The definition of the Cooperative Awareness Message (CAM) specified in the Abstract Syntax Notation One (ASN.1) notation [17] is integral. Part three specifies the Decentralized Environmental Notification Basic Service [18]. This service includes communication with RSUs and HSs to exchange information. For this type of communication, a Decentralized Environmental Notification Message (DENM) is defined in this document in the ASN.1 notation. CAMs and DENMs form an important part of V2X communication in general and are essential for this thesis because they carry V2X information. They are therefore explained in detail later in this section. Alongside the named specifications, the ETSI released several other standards with respect to communication and network architecture, GeoNetworking etc. They are not referenced in this work but can be found with the aid of the ETSI Standards Search engine 2. Co-operative Awareness Message (CAM) Röckl et al. presented a concept of cooperative awareness for driver assistance systems [19]. CAMs are sent and received by all participating moving participants in a V2X scenario, such as private cars, emergency vehicles or public transport vehicles. The exact format of a CAM is specified in ETSI specification TS Part 2 [16]. As V2X communication is still researched extensively, the exact specification may change in the future. The basic idea of CAM is to communicate a Here I Am -like information to all participating users in the communication range. Figure 2.2 shows the root of the CAM structure as specified in the standard [16]. The root (CAM Protocol Data Unit (PDU)) contains a header and a child object named Cooperative Awareness. 2 ETSI Publications Download Area, last visited 27 February 2012.

18 Chapter 2. Vehicle-To-X Communication 11 protocol version ITS PDU Header message ID generation time CAM PDU station ID Cooperative Awareness Station Characteristics Boolean... Reference Position latitude latitude elevation... CAM Parameters Vehicle Common Parameters... Profile Parameters... Figure 2.2.: CAM structure as specified in the standard [16]. Yellow boxes symbolise objects, blue boxes symbolise variables. Not explicitly mentioned variables are indicated by boxes containing dots. The header stores some packet related information values. The child object contains (besides the station ID) three child objects related to simple station characteristics, as well as the current station position and other station parameters. The Station Characteristics Boolean object allows a quick determination of some station related boolean values, which indicate e.g. if a station is private, mobile or physically relevant. The Reference Position object contains all position-related variables. Not only the current latitude, longitude and elevation of the station are stored here, but also optional parameters about the driving direction, street name, road segment etc. The CAM Parameter object is constructed of common parameters for all vehicle types and of profile dependent parameters. The first object can store e.g. the width and length of the station, current speed, acceleration rate, and confidence intervals for some values. So far, there are three types of vehicle types specified: the basic vehicle, the emergency vehicle and the public transport vehicle. Dependent on which type is represented by the CAM, the Profile Parameter s contain information about type related aspects. An example is the information whether or not the siren and light-bar are in use. CAMs will account for the bulk of V2X communication as they are emitted regularly with a frequency of 10 Hz from every moving participant. Encoding and decoding of CAMs therefore must be efficient and value access simple. Details about CAM related implementation issues can

19 Chapter 2. Vehicle-To-X Communication 12 be found in Chapter 5. The ASN.1 description of CAM can be found in the standard [16]. Decentralized Environmental Notification Message (DENM) DENMs are responsible for notifying drivers about an event related to their own situation. They are triggered and repeated when an event occurs. Triggering can be done by a central management unit or by a participating OBU or RSU. It is also possible that an event-initiator, such as a construction site, directly sends out DENMs. In this case, the construction site network node can be seen as an RSU. DENMs are broadcast as long as the event cause stays active. Details about repetition rate, broadcast radius and multi-hop issues are not yet fully clarified. protocol version ITS PDU Header message ID generation time DENM PDU Situation Management Action ID station ID DENM is negotiation sequence number... Decentralized Situation Situation cause code subcause code Event Character Seq. Type Vehicle Common Parameters... Profile Parameters... Situation Location Event Position Choice Type Event Position Location Ref. Choice Type Figure 2.3.: DENM structure as specified in the standard [18]. Yellow boxes symbolise objects, blue boxes symbolise value variables. Not explicitly mentioned variables are indicated by boxes containing dots. In Figure 2.3, the format of a DENM as specified in the standard [18] is shown. In comparison to CAM, DENM has more data fields as it carries more information. The header is the same as for CAM. DENMs consist of three child objects, a Decentralized Situation Management object, a Decentralized Situation object and a Decentralized Situation Location object.

20 Chapter 2. Vehicle-To-X Communication 13 The Decentralized Situation Management object carries the information about the station ID and sequence number. It also informs the receiver when an event is not active any more in adjusting the is negotiation variable. Other values from this class can define the expiry time, reliability information, or message frequency. The Decentralized Situation object wraps information about the situation itself. The cause code and subcause code variables are used together with a look-up table to signal the event cause. The object Event Character Sequence Type contains information about the character of the event, e.g. if it is mobile, time critical or relevant at all. The other two child objects are the same as for the CAM message (see Figure 2.2). The Decentralized Situation Location object implements detailed information about the event s location. As for a CAM, the final position is given as a latitude and longitude pair (not shown in the figure, part of the Event Position object). The last child object Location Reference Choice Type enables the user to track the route of the event by providing a collection of previous waypoints and a trace ID. Details about DENM related implementation issues for this thesis can be found in Chapter 5. The ASN.1 description of DENM can be found in the standard [18] Vehicle-To-X Use Cases The collection of use cases for V2X messages is a strong argument for motivating its usage in modern automotive environments because it shows the potential of such a technique to increase traffic safety and driving convenience. The first part gives an overview of general potentials of V2X communication with the help of an example. In the second part, Day-1 Use Cases which have been chosen for this thesis are presented and discussed General Potential for Traffic Safety Up to now, most information about the surrounding of the driver is gathered by direct visual observation or sounds. Additionally, some modern navigation systems or in-car systems offer the possibility to get information about road conditions or traffic volume via radio or mobile phones. Their idea resembles the idea of V2X communication which is to overcome the limits of direct surrounding perception with the help of telecommunication. As mentioned above, cars nowadays use a broad selection of sensors to gather information about their state and their environment. This information is not actively shared with other participants

ABSTRACT INTERNET FOR VANET NETWORK COMMUNICATIONS -FLEETNET- Bahidja Boukenadil¹ ¹Department Of Telecommunication, Tlemcen University, Tlemcen,Algeria Now in the world, the exchange of information between

Seite 1 The role of new wireless technologies in automotive telematics and active safety BMW Group Forschung und Technik Seite 2 Telematics Services. Examples of currently available offering. Voice-based

The relevance of cyber-security to functional safety of connected and automated vehicles André Weimerskirch University of Michigan Transportation Research Institute (UMTRI) February 12, 2014 Introduction

The Future of the Automobile Vehicle Safety Communications Stanford University ME302 Luca Delgrossi, Ph.D. April 1, 2014 About your lecturer Luca Delgrossi, Ph. D. Born in Italy, I live in the US since

A WIDER SHARING ECOSYSTEM The pivotal role of data in transport solutions October 2015 A MARKET ON THE MOVE CONTENTS 3 TRANSPORT TRENDS 4 THE ROAD AHEAD 5 TRANSPARENCY LEADS TO TRUST 6 DATA LOCATION AND

Part I. Introduction In the development of modern vehicles, the infotainment system [54] belongs to the innovative area. In comparison to the conventional areas such as the motor, body construction and

Cisco Context-Aware Mobility Solution: Put Your Assets in Motion How Contextual Information Can Drastically Change Your Business Mobility and Allow You to Achieve Unprecedented Efficiency What You Will

Telematics Telematics Telematics typically is any integrated use of telecommunications and informatics, also known as ICT (Information and Communications Technology). Hence the application of telematics

Streaming Analytics and the Internet of Things: Transportation and Logistics FOOD WASTE AND THE IoT According to the Food and Agriculture Organization of the United Nations, every year about a third of

WHITE PAPER In the pursuit of becoming smart The business insight into Comarch IoT Platform Introduction Businesses around the world are seeking the direction for the future, trying to find the right solution

Redtail Telematics Corporation is based in Southern California and is an established global manufacturer of state-of-the-art GPS tracking products for fleets, as well as a strategic DataWarehouse supplier

ACEA PRINCIPLES OF DATA PROTECTION IN RELATION TO CONNECTED VEHICLES AND SERVICES September 2015 INTRODUCTION We, the member companies of ACEA, are committed to providing our customers with a high level

Larger screen than Navigator IV The Navigator V will fit the existing GPS holder on K1600GT and K1600GTL and the 2014-later R1200GS, R1200GS Adventure. NOTE: Because of the bigger display, a new instrument

COMMUNICATIONS SYSTEMS USED FOR ITS Index Purpose Description Technologies 1 of 5 Purpose The telecommunication system is the main element for the development of telematics in Transport field. It enables

Developing Fleet and Asset Tracking Solutions with Web Maps Introduction Many organizations have mobile field staff that perform business processes away from the office which include sales, service, maintenance,

Ahead of the Curve with Intelligent Transportation Advanced technologies to ensure the safe, efficient, and secure movement of passengers and freight. Intelligent transportation is changing the way America

UNIVERSITY OF OSLO Department of Informatics Secdroid: An Improved Alarm Distribution System Master Thesis Håvard Bauge March 19th 2013 Secdroid: An Improved Alarm Distribution System Håvard Bauge March

A Systems of Systems perspective on The Internet of Things Johan Lukkien Eindhoven University System applications platform In-vehicle network network Local Control Local Control Local Control Reservations,

Report to the US Department of Transportation Research and Innovative Technology Administration A Survey of Existing Technologies, Applications, Products, and Services for Geofencing California PATH Program

Company / Contact: Description of your project Description of your vehicle/ mock up High speed CACC with lateral control AUTOPÍA Program Centro de Automática y Robótica (UPM-CSC) The goal of this demonstration

Ashok Leyland Employees Journal November 2004 FutureScape... Cover Story Telematics 2 The Magic of Convergence Clairvoyance through telecom and the power of IT, together, is set to change the way we live...

EUROPEAN COMMISSION DIRECTORATE GENERAL JRC JOINT RESEARCH CENTRE Cyber-security & New Technologies for Combating Fraud (CSCF) Institute for the Protection and Security of the Citizen (IPSC) EYE IN THE

ABOUT US Corporate group TechnoKom is manufacture and provider of satellite based tracking systems for commercial and personal applications. Our company has more than 20 years of experience in radio systems

CHAPTER 3 AVI TRAVEL TIME DATA COLLECTION 3.1 - Introduction Travel time information is becoming more important for applications ranging from congestion measurement to real-time travel information. Several